Barge handling means and method



United States Patent Alfred H. Schwendtner New York, New York;

James F. Convery, New York, New York 689,451

Dec. 1 l, 1967 Continuation-impart of Ser. No. 526,904, filed Feb. 11,1966, now Pat. No. 3,437,066 Aug. 18, 1970 Lykes Enterprises, Inc. aCorp. of Louisiana by rnesne assignments.

lnventors Appl. No. Filed Patented Assignee BARGE HANDLING MEANS ANDMETHOD 12 Claims, 22 Drawing Figs.

U.S. Cl 114/435 Int. Cl B36b 35/44, B63b 27/ l 6 [50] Field ofSearch114/435, 72;214/12, I3, 15; 187/29 [56] References Cited UNITED STATESPATENTS 2,988,036 6/1961 Mooneyhan et a1. 114/72 3,318,276 5/1967 Nemec1l4/43.5 3,207,265 9/1965 Lund et a1 187/29 Primary Examiner- Trygve M.Blix Attorney J T. Martin ABSTRACT: Automatic system for engaging andpositioning barges to be stowed aboard a marine carrier for oceantransport that includes a control panel together with electricalconnectors from that panel to the hydraulic and mechanical means toengage and position the barges.

Patented Aug. 8, 1970 l of 9 Sheet LBY WM,ML+ 3,3 ATTORNEYS PatentedAug. 18, 1970 Sheet Heje Sheet Patented Aug. 11;; 1970 3,524,421

Sheet 4- of 9 Patented Aug '18, 197 0 Sheet Patented Aug. 18,1970

Shee t BARGE HANDLING MEANS AND METHOD This application is acontinuation-in-part of copending United States Application Serial No.526,904 filed February 11, 1966 and now Patent No. 3,437,066.

A marine carrier designed to accept floating barges for storage aboardher for ocean transport has been disclosed in United States ApplicationSerial No. 508,631, filed by Frank A. Nemec on October 22, 1965 fromwhich United States Patent No. 3,318,276 issued on May 9, 1967. UnitedStates Application Serial No. 574,523 filed July 7, 1966, a division ofUnited States Application Serial No. 508,631, claims an elevator systemaboard such a marine carrier. Copending United States Application SerialNo. 526,904 discloses an improved system of engaging and positioning thebarges aboard the carrier by certain hydraulic and mechanical means,preferably a plurality of dollies capable of lifting the barge,positioning it for storage, and lowering it into storage position.

An object of this invention is to afford a more economical and efficientsystem for using the improved hydraulic and mechanical means describedin United States Application Serial No. 526,904.

Specifically, a further object of this invention is to automate theengaging and positioning of barges aboard such a marine carrier.

A system has been developed that is capable of automatically engagingand positioning barges aboard such a marine carrier. The system includesa control panel designed to direct the sequence of functions of many ofthe elements necessary to the system by means of electrical leads andconnections.

This control panel utilizes electricity produced by generators in motorsused to tow the transporter fore and aft. The control panel can be usedto direct the various functions necessary to assure automatic sequencingof lifting the barge from its position on the barge platform elevator,transporting the lifted barge from its position on the elevator toastorage position on the storage deck, and lowering the barge into itsstored position on the selected barge storage deck.

The functions of lifting and lowering the barge can be performed byhydraulic or other suitable means capable of assuring clearance overboth the elevator and storage deck while being transported from one tothe other, and is preferably performed by a transporter of the typedescribed herein.

Such a transporter can be used to perform the functions of lifting thebarge, transporting the barge from the elevator onto the storage deck,and lowering the barge into a position of stowage on that selected deck.

Such a transporter can carry its own means that will be used to lift andlower the relatively large weight ofa barge. Hence, the means forlifting and lowering the barge and the means used to support thatlifting means should be of sturdy construction to function safely duringturbulent sea conditions. The transporter consists of two dolly trainsinterconnected at the forward end by a mule and at the aft end by apower package vehicle. This transporter unit is used to lift a barge,transport it to another location while raised, and lower it onto othersupport means.

The automatic control of many functions of the system is accomplished bya series of limit switches, timer switches, and other control switchesto be described in detail.

For a clearer understanding of this control system, reference is made tothe attached drawings.

FIGURE 1 represents a vertical cross-section taken along the centerlineof the stern portion of a marine carrier of the type described in U. S.Patent No. 3,318,276 modified to accommodate a dolly system substitutedfor the roller system described in that patent.

F IGUREZ represents a vertical cross-section taken perpendicular to thecenterline along line 2-2 of FIGURE l.

FIGURE 3 represents an overhead view of a portion of a transporter uniton its support rails.

. FIGURE 4 represents a horizontal cross-section of the port stern wingof the marine carrier and port side of the elevator taken at lines 4-4of FIGURE l.

FIGURE 4A representsa horizontal cross-section of the port stern wing ofthe marine carrier and port side of the marine carrier and port side ofthe elevator taken at lines 4-4 of FIGURE 1 after the elevator has beenraised to the level of the lowest storage deck.

FIGURE 5 represents a vertical cross-section of the makeup railmechanism taken at lines 5-5 of FIGURE 4A.

FIGURE 6 represents a vertical cross-section of the makeup railmechanism taken at lines 6-6 of FIGURE 4A.

FIGURE 7 represents a vertical cross-section of the stern of the marinecarrier taken perpendicular to the center-line of the marine carrieralong the lines 7-7 of FIGURE 1.

FIGURE 8 represents a vertical cross-section of the stern gate taken ina plane parallel to the centerline along the lines 8-8 of FIGURE 7.

FIGURE 9 represents a horizontal cross-section of the stern gate takenin a plane parallel to the centerline along the lines 9-9 of FIGURE 7.

FIGURE 10 represents a horizontal cross-section of the stern gatechannels taken along the lines 10-10 of FIGURE 7.

FIGURE 1 1 represents a vertical cross-section of the stern gate takenalong lines 11-11 of FIGURE 7.

FIGURE l2 represents an electrical diagram of the main control circuitsof the elevator control system.

FIGURE 12A represents a view of a' series of geared limit switchesshowing the means by which they are actuated as the elevator is raisedor lowered.

FIGURE l2AA represents a cross-section view of the geared limit switchmechanism taken at line A-A of FIGURE 12A.

FIGURE 12BB represents a side view of the tension tape used to actuatethe geared limit switches of FIGURE 12A so as to reflect accurately theposition of the elevator.

FIGURE 13 represents an electrical diagram of the main control circuitsof the transporter transfer system.

FIGURE 14 represents an aft operators console as it is to be used on oneof the barge storage decks to control the functions of the transporter.

FIGURE 15 represents an electrical diagram of the stowed barge positionmemory.

FIGURE 16 represents the drive system for the transporter.

FIGURE 17 represents a side view of the winch drive platform as shown inoverhead view in FIGURE 16.

FIGURE 18 represents a view of a series of geared limit switches showinghow they are actuated by the winch drive.

Referring now to these drawings, I shall describe my invention withgreater particularity. In this embodiment of the invention, two sterngates 5 and 5A are employed to assure a watertight seal of the lowestbarge storage deck of the marine carrier. During the period oftransportation at sea, gates 5 and 5A are tightly closed. When thecarrier arrives in port for unloading, these gates must be opened toallow the barges stowed on the lowest deck to be returned to theirfree-floating attitude.

Both gates 5 and 5A rest on rollers 50 while closed, and are heldsecurely against hull struts 51 by hydraulic dogs 52. A strip 53 iswelded or otherwise fastened to gate 5A along all four edges to insure acontinuous pressure seal when the dogs are tightened.

To open gate 5A, dogs 52 are hydraulically opened releasing the pressurealong strip 53. The seal is then broken'by hydraulic cylinders 54 and 55and the gate is rolled aft by these cylinders to a point where thechannel sections embracing rollers 56 are vertically aligned withchannels 57 and 58. Stern gate 5A can then be raised by cylinder 6 to aposition above the loading opening for storage deck 9. By providing dualchannel sections 59, stern gate 5 can be raised or lowered when gate 5Ais either in an open or closed position. Similarly, gate 5A can eitherbe raised or lowered while gate 5 is in either an open or closedposition. v

In FIGURE 2 a barge 1 is shown floating over a barge loading elevatorplatform 2 which is connected to a series of winches 3 by cables 4. Whenthe barge 1 is in place over the platform 2, the winches 3 are energizedin unison to lift the platform 2 by means of cables 4 into engagementwith the barge l. The stern gates 5 and 5A can be lowered to theirclosed positions by hydraulic cylinders 6 attached to the hull ofcarrier 8, affording free access to storage deck 10.

The barge l is then lifted by barge lifting platform 2 to a levelsubstantially in a plane with one of the storage decks of theocean-going barge carrier 8. This could be one of the three deck levelsshown in FIGURE 1 and represented by the numbers 9,10 and 11.

For example, in FIGURE 1 the platform 2 has raised the barge l by meansof winches 3 and cables 4 to the barge storage deck level 10. Each ofthe barge storage deck levels 9,

- and II are equipped with transporter units 7 including dual trains ofconnected barge handling dollies. Such a train is numbered 12in FIGURE3. This unit may be moved along the storage deck level out onto thebarge lifting platform 2 on tracks to be described later when the bargelifting platform and the barge storage deck are coplanar.

FIGURE 3 represents the overhead view of deck 10 to which symmetricalsets of dolly rails and support rails are fastened for support of thedollies and barges. One such dolly rail supports one side of the dollytrain 12 and runs approximately the entire length of the storage decklevel. When the barge lifting platform 2 is raised by winches 3 to thelevel of the barge storage deck 10, the rail 20 coincides with railextension 21 on the barge lifting platform 2. In similar fashion, allthe dolly rails and support rails used on each of the barge storagedecks are aligned with their respective platform extensions. Supportrail 22, for example, which may be used to support barge 1 for storageis complemented by a parallel support rail to accommodate the other sideof barge 1. And, as in the case of the dolly rails and other supportrails, once the barge lifting platform 2 is lifted to the level of thestorage deck 10, the support rail 22 coincides with support railextension 23 on the platform.

Each individual dolly is of strong construction, preferably in arectangular shape having its frame members fastened together at rightangles as shown in FIGURE 3. Longitudinal members 31 and 32 are fastenedto transverse members 33 and 34 at a distance apart sufficient to allowcylinder platforms 35 and 36 to be fastened, one fore and one aft, inthe space remaining between them. Similarly longitudinal pieces 37 and38 are fastened to longitudinal pieces 32 and 31, respectively, so thatwheels 38 and 39 can be fastened, respectively, in the space remainingbetween them.

The dolly trains are connected at their aft dollies by connecting rods40 flexibly connected to the port and starboard dolly trains atcouplings 42 and 41, respectively. Longitudinal rods 43 connected toconnecting rods 40 form dual seats for cross-connected, self-containedhydraulic power packages 46.

Fastened to each dolly are two hydraulic cylinders 45 shown in FIGURE 3each enclosing a piston. The cylinder 45 may be dual acting so that thepiston may be both raised and lowered by hydraulic pressure. Thishydraulic fluid may be admitted through line 47 and permitted to exitthrough line 48 or vice versa as the movement of the piston reverses.Such a hydraulic system can be self-contained in the transporter unit bythe use of electrically-operated, hydraulic power packs 46, the motorsofwhich are supplied electric power throughretractable cable 63.

The support rail 22 shown in FIGURE 3 runs substantially parallel to thetracks upon which the dolly wheels rest. The dollies are attached intandem by a flexible coupling 49 shown in FIGURE 5. Such a coupling willallow very little increase or decrease in the distance between adjacentdollies. Thus, a train of many dollies does not substantially increaseor decrease in length in its movements fore and aft on the tracks. Thewheels of the dollies may be of any construction sufficient to take thestress involved, an ordinary roller bearing wheel being sufficient.

Two trains ofdollies may be fastened together in tandem by rigid muleshown in FIGURE 3. The member then can be fastened to a central cable orthe like 61 which can be used to pull the mule 60 fore and aft acrossthe barge storage deck to the extremes of the cable length defined by apulley or the like at each of the fore and aft extremes of the storagedeck level. A winch located at the forward end of storage deck 10 towscable 61 fore and aft. Arranging the mule at the forward end of thetandem trains of dollies allows the mule to be towed to its extremeposition aft causing the tandem trains of dollies to extend out onto thebarge lifting platforms underneath a barge supported on support railextension 23 and its parallel counterpart support rail extension.

In the specific embodiment shown in FIGURES l 12, barge l is floatedover barge lifting platform 2. Constant tension winches are attached tothe barge while it is in a free-floating attitude to aid in positioningthe barge over support rail extensions 23 and 24.

When barge l is in position over rail extensions 23 and 24, bargelifting elevator platform 2 is raised by cables 4 wound on winches 3. Inthis instance, barge l is engaged by lifting support rail extensions 23and 24 into slots 25 and 26, respectively.

Prior to lifting the elevator from submergence, fairing plate 13 and itscorresponding starboard fairing plate must be opened from a closedposition shown in FIGURE 4 to an open position shown in FIGURE 4A.

Once these fairing plates are opened, affording unobstructed verticalmovement for platform 2, the elevator can lift barge l to any selectedstorage deck level, as, in this instance, storage deck 10. When platform2 is raised to a level co-planar with storage deck 10, piston 14 of porthydraulic cylinder 15 engages elevator platform 2 and pushes it forwardinto mating engagement with seat 16 securing platform 2 from fore andaft and lateral movement. Port cylinder 15 is aided by port cylinder 15Aimmediately underneath it, and a set of corresponding starboardcylinders not shown. Four such cylinders are similarly positioned oneach of the storage deck levels.

After platform 2 is secured into position, make-up plates 17 and 118 arelowered into position co-planar with storage deck 10. A detailedconstruction of plate 17 is shown in FIGURES 5 and 6 indicating strong,rigid support channels 18 and I9 resting on platform 2 and storage deck10, respectively. Makeup rail 28 is thereby aligned with storage deckdolly rail 27 and elevator platform dolly rail extension 29. Thus, thedolly rails are aligned and continuous from the elevator platform ontothe storage deck.

The transporter unit 7 is towed over these make-up rails out onto theelevator platform by cable 61 connected to mule 60. When the connectingcoupling 62 is at its most extreme position aft, transporter unit 7 isentirely on the platform 2 and underneath barge 1.

Power packs 46 are energized and hydraulic fluid is pumped through lines47 and 48 lifting pistons 45. Pistons 45 engage the bottom of barge 1 atsubstantially the same time varying with the unevenness of the bottom ofthe barge and the platform. As the pumping continues, barge 1 is liftedout of engagement with the elevator support rails 23 and 24 so that itsweight is assumed by pistons 45.

After the barge is lifted to a predetermined height above the supportrails, the pumping rate is reduced and the barge is towed forward bycable 61 over the make-up rails and onto the storage deck. During thistravel, barge l is frictionally secure on the upper surface of pistons45. The barge is towed in this manner until it is positioned for storageat the desired location above the storage deck support rails.

When the desired storage position has been attained, the hydraulic pumpsin power packs 46 are reversed so that their hydraulic fluid flows inreverse direction and pistons 45 simultaneously are lowered. This lowersthe barge onto the two parallel support rails provided for its support.The pumps are then de-energized and the transporter unit is free to betowed aft and out onto the barge lifting platform to receive anotherbarge for storage.

When loading is complete, the barge loading platform can be raised toits highest deck level position and secured there, with or withoutbarges still stored in it. The gates 5 and 5A for the lower deck bargestorage level can then be lowered by cylinders 6 to its closed positionto ready the carrier for its sea voyage. Port fairing plate 13 and itscorresponding starboard fairing plate are closed to aid in streamliningthe hull of the vessel to reduce drag while at sea. Upon arriving at itsdestination, this process would be reversed until all the barges wereoff-loaded. The cycle would then be ready to be recommenced.

Each of the above described steps can be performed sequentially eitherby manually controlling each step or through automatic controls. Suchautomatic controls can position the stern gate according to apreselected plan of utilization of the storage decks, raise the elevatorfrom submergence to a preselected storage deck level, move the elevatorforward into mating position with the selected storage deck, lower themake-up rails into alignment co-planar with the elevator and storagedeck level, tow the transporter out onto the elevator, lift the barge,tow the barge to its storage point, lower the barge into stowedposition, and return the transporter to its starting position at the aftend of the storage deck while submerging the elevator to engage anotherbarge.

Both the sequence and the speeds of these steps can be modified asdesired. Automatic controls can be pre-set to vary the speeds of thetransporter unit according to whether the unit is towing a barge,nearing the storage position preselected for the barge, or returning toreceive another barge. Such a control system can include limit switches,timer switches, and memory devices used to automatically signal changesin speed for the transporter.

A complementary set of alternate electrical controls can be provided formanual control of each step as desired. And, an emergency stop brakingsystem can be provided as a safety feature ancillary to the automaticcontrols.

FIGURE l2 shows the elevator control panel 70 receiving electricalenergy from a generator source and controlling its distribution. Onarrival at the port to be used for on-loading barges, the barge elevatorplatform is unlocked from its secured at-sea position manually byreleasing the retaining means such as tightened toggles or the like.

The elevator control panel indicates by means of lights that theelevator has been released and that power is available for repositioningthe elevator. The fairing plates 13 must be opened to their respectivepositions in a plane substantially parallel with the centerline of thevessel such as that shown in FIGURE 4A to unlock the elevator drive 71.This is accomplished by electrically engaging the fairing plateactuators 72 that drive the fairing plates by hydraulic or similar means73 to their opened positions where they electrically engage sensors 74that electrically unlock the elevator drive 71.

A signal notifies the elevator control operator that the elevator driveis unlocked, and the operator lowers the elevator by elevator winches 78to its submerged position preparatory to receiving barges thereon. Oneor two barges such as barge 1 are floated over the elevator andpositioned by a constant tension device comprised of constant tensionwinch 50, tension lines 51, and means for fastening lines to thefloating barge. Upon selecting a deck such as deck for initial loading,the elevator control operator engages an electrical elevator driveactuator 75 that raises elevator 2 to the level of deck 10. Thisactuator 75 also signals the stern gate control 76 that deck 10 has beenselected. Stern gate actuator 77 is not required to open and raise the stern gatessince these gates are already in thei lowered positions. Thisinformation is relayed to the elevator control panel by means ofelectrical sensors.

Upon the arrival of elevator 2 at deck 10 in an attitude substantiallyco-planar with that storage deck level. sensors 79 relay an electricalsignal to the elevator control panel 70 that indicates that elevator 2is co-planar with deck 10 and unlocks and actuates the mating control 80for deck 10.

Mating control actuator 81 drives port mating pistons 14 and 14A andtheir corresponding starboard mating pistons forward into engagementwith elevator 2 and further forward until elevator 2 is mated into itsport seat 16 and its corresponding starboard seat. Sensors 83 signal thecompletion of mating to the elevator control panel but do not deenergizethe mating drive 82. Constant drive pressure from mating drive 82 keepselevator 2 mated and overcomes any minor hydraulic leakage in the matingdrive system.

Sensors 83. also electrically unlock and actuate the make-up railcontrol 89 for deck 10. Make-up rail actuators 90 actuate make-up railplate drive 91 which lowers the port make-up rail plates 17 and 18 andtheir corresponding starboard make-up rail plates.

When the make-up rail plates are lowered into position substantiallyco-planar with the level of deck 10 and the dolly rails thereon arealigned, sensors 92 signal the elevator control panel that the make-uprails are in position. These sensors 92 also unlock the transportertransfer control for automatic control over port transporter unit 7 andits corresponding starboard transporter unit. Simultaneously, thesesensors 92 unlock the aft operators console 101 that is used to directthe automatic sequencing of transporter transfer control 100.

FIGURE 14 shows the aft operators console 101 depicted as having twoseparate compartments one physically contained within the other andseparated from the enclosing compartment by some secure means. Thecontrols housed in this inner compartment will be described in detaillater. The controls housed in the enclosing compartment consist ofadequate signal indicators such as lights, maintained contact switchesfor automatic sequence selection; and momentary contact switches formanual sequences selection.

Maintained contact switch l0 2 starts the automatic sequence of stowinga barge on deck 10. Maintained contact switch 103 starts the automaticsequence of retrieving a barge from its stowed position to a positionjust forward of the elevator 2. Maintained contact switch 104 starts theautomatic sequence of unloading a barge from a position just forward ofelevator 2 to a position on elevator 2.

Momentary contact switch 105 can be used to stop the barge at anydesired time. Momentary contact switch 106 must be used after use ofswitch 105 to reset the availability of both manual ancl automaticcontrols. Momentary contact switch 107 can be used to move thetransporter unit 7 forward at the slow feed speed while depressed.Momentary contact switch 108 can be used to move the transporter unit 7aft at the slow feed speed while depressed. Momentary contact switch 109is used to raise the pistons 45 on transporter 7 to a position wheresensors actuate automatic sequencing to be .described later. A set ofthese momentary contact switches and unloading from elevator 2 to deck10 and back onto elevator 2. After the transporter transfer control 100and after operators console 101 have been unlocked by the make-up railsensors and the transporter has been manually driven by jog aft switch108 or the like to its automatic sequence starting position just forwardof elevator 2 on deck 10, stow barge switch 102 is depressed to startthe automatic barge stowage cycle.

Depression of switch 102 signals transporter transfer control 100 tostart the winch drive 110 at feed speed towing transporter 7 aft ontoelevator 2 by cable 61. Mule 60 is provided with a cam or other means toengage a lever limit switch 111 fastened to deck 10 at a distanceforward of the elevator sufficient to insure stopping the transporter 7on elevator 2.

Tripping switch 111 signals control 100 to cut the power to winch drive110 and set winch drive brake 112. Setting brake 112 signals control 100to start the hydraulic pumps in trans porter power packs 46 to raisepistons 45. An ordinary current sensing device 113 can gauge by itsproximity to transporter power cable 63 when the pistons 45 have reachedthe fully raised position, and signal control 100 to that effect. Thissignal from sensing device 113 causes control 100 to start winch drive110 at the slow feed speed and begin towing cable 63 and transporter 7forward.

As the aft dolly of transporter 7 leaves the elevator, a geared limitswitch 115 on winch drive 110 signals control 100 and the power suppliedwinch drive 110 is increased until feed speed is reached. Winch drive110 will continue at that speed until the geared limit switch for theforwardmost unoccupied barge stowage position is actuated. The stowedbarge position memory 116 described later designates which of thesegeared limit switches need be so actuated to signal control 100 toregeneratively brake from feed speed to slow feed speed. The indentityof the required geared limit switch is recorded in stowed barge positionmemory 116 for the following stowage cycle.

While being towed forward at a slow feed speed, transporter 7 next abutseither the aftermost stowed barge on the same side of deck 10 or thebulkhead at the forward end of storage deck 10. In either case, thisabutting puts added tension on cable 61 which actuates mechanicaltorsion sensing device 117 by means to be described later. Torsionsensing device 117 signals control 100 to cut the power to winch drive110 and set brake 112. Torsion sensing device 117 also cuts off drivepower that otherwise would be available to manual by-pass control 120 tobe described later. In addition to torsion sensing device 117, suchadded tension would cause winch drive 110 to draw an overload of powerwhich would trip an overcurrent shutdown 118 cutting off power to bothcontrol 100 and manual by-pass control 120. Setting brake 112 signalscontrol 100 to start the hydraulic pumps in power packs 46 to lowerpistons 45. After a time delay sufficient to assure that pistons 45 havebeen completely lowered, control 100 starts winch drive 110 at the highfeed speed to tow the unloaded transporter 7 aft. Geared limit switch115 signals control 100 to cut the power to winch drive 110 and set thebrake 112 positioning transporter 7 just forward of elevator 2, itsstarting position at the commencement of the storage cycle.

Similarly, make-up rail se'ns'orsszp'rfiiifiii @e ratio n of bothcontrol 100 and the aft operators console 101 to accomplish theautomatic barge unloading cycle. To unload barge 1, the transporter 7 istowed by winch drive 110 actuated by switch 108 or one of itscorresponding local switches to the same position it occupied at the endof the barge load cycle, just forward of elevator 2. Retrieve bargeswitch 103 is depressed to start the cycle. Depressing switch 103signals control 100 to power winch drive 110 at the high feed speedtowing the transporter 7 forward. Stowed barge position memory 116informs the geared limit switches 115 ofthe location of the aftermoststowed barge, and actuation of that limit switch on winch drive 110signals control 100 to slow transporter 7 to the slow feed speed byregenerative braking.

During the retrieve phase of the unloading cycle, a second operator isassigned to barge deck 10 to operate the local con trols at each bargestowage position. While transporter 7 is being towed forward at the slowfeed speed, this second operator presses the local stop buttoncorresponding to stop button 105 that is mounted near the aftermoststowed barge when transporter 7 is approximately centered underneaththat aftermost stowed barge. This stops the power to winch drive 110 andsets brake 112. After each depression of any stop switch, a reset switchmust be depressed to unlock control 100 and enable further manual andautomatic actuation.

Local jog forward or localjog aft switches on that local controlcorresponding to switches 107 and 108, respectively, in console 101 areavailable for more accurate centering of transporter 7 underneath thebarge. Either of these switches may be depressed to release brake 112and tow transporter 7 in the desired direction at the slow feed speeduntil released, thereby cutting the power to winch drive 110 and settingbrake 112.

After transporter 7 is satisfactorily centered underneath the barge, thelocal operator depresses the local lift barge switch corresponding tolift barge switch 109. This actuates the hydraulic pumps in power packs46 raising pistons 45 into engagement with the bottom of the stowedbarge, lifting the barge up off its support rails. Piston positionsensing devices 113 signal control that the pistons are raised, andcontrol 100 powers winch drive at the feed speed towing transporter 7aft. Geared limit switch signals control 100 as transporter 7 nears theelevator, cutting the power to winch drive 110 and setting brake 112 soas to return transporter 7 to its starting position just forward ofelevator 2. interrupting the automatic sequencing of the unloading cycleat this point is in the interest of safety, and would not necessarily berequired.

After theaft o perator on deck1 0is satisfied that all is in readinessfor towing the loaded transporter outonto the elevator, the operatordepresses unload barge switch 104 to continue the automatic sequencingof the unload cycle. Depressing switch 104 signals control 100 to powerwinch drive 110 at the slow feed speed to tow transporter 7 aft ontoelevator 2. As mule 60 approaches elevator 2, a cam on mule 60 tripslever limit switch 111 located just forward of the elevator. Lever limitswitch 111 signals control 100 to cut the power to winch drive 110 andset brake 112, stopping transporter 7 on elevator 2. Should lever limitswitch 111 fail to properly cut the power to winch drive 110 and setbrake 112, a mechanical torsion sensing device could be actuated by mule60 that would signal control 100 to cut the power to winch drive 110 andset brake 112. Should both the lever limit switch 111 and the torsionsensing device 117 fail, an electrical overcurrent shut down 118 isprovided to perform the same functions. Setti rigbrake 112 signalscontrol 100 to start the hydraulic pumps in power packs 46 to lowerpistons 45. After a time delay sufficient to assure that pistons 45 havebeen completely lowered, control 100 powers winch drive 110 at the slowfeed speed to tow transporter 7 forward off elevator 2. Geared limitswitch 115 signals control 100 when transporter 7 leaves elevator 2, andcontrol 100 cuts the power to winch drive 110 and sets brake 112. Thetransporter 7 has thus been returned to its original position prior tostarting the unloading cycle, just forward of elevator 2, and is readyfor the next unloading cycle.

Stowed barge position memory 116 is shown in detail by FIGURE 15. Eachbarge stowage position is represented in memory 116 by two memorycontrol circuits, one for stowing action numbered 200, and the other forretrieving action number 20]. Each ofthese two memory circuits for eachbarge position include an ordinary magnetic coil, a movable armatureconnected to at least one relay and circuit interruption relays.Additionally, each of the memory relays will be provided with amechanical means to move the armature to manually restore the bargeposition information to the memory 116 after an inadvertent loss ofpower. To provide for retention of information in the memory when thetransporter winch drive 110 is deenergized, as when the ship is at sea,the power supply to the memory relays will be taken from the vessel's120 volt constant voltage bus or from any similar source expected to bemaintained at all times.

Circuit 200 in FIGURE 15 comprises a coil represented by the designationMSl enclosed in a circle, two open relays designated RS1 and M51,respectively, and a closed relay i j fiat 1.

The memory 116 accumulates information in the following sequenceassuming the port side of deck 10 is clear and barges are being suppliedfor stowage on that side in regular sequence. The operator depressesswitch 102. This energizes coil S in circuit 209 from the constantvoltage bus. Coil S closes contact S by-passing switch 102 and lockingcircuit 209 closed. Coil S also closes contact S which energizes stowbus 202. None of the geared limit switches 115 for barge positions aftof position 1 is operative since there is a memory relay contact thatremains open in each circuit controlled by these limit switches. Onlythe control circuit 203 containing coil RS1, the stow relay coil forbarge position number one, will have its coil energized by operation ofits associated geared limit switch 115. When coil RS1 in control circuit203 is energized by momentary actuation of its geared limit switch,(3518, relay RS1 in memory control circuit 200 is closed by the motionof the armature of coil RS1. This energizes coil M81 in circuit 200which closes all MSl relays, including the one in circuit 200, lockingcircuit 200 closed before 0818 is opened, which deenergizes coil RS1 andopens relay RS1 in circuit 200.'

The closing of relay M51 in circuit 203A, the circuit corresponding tobarge position number two, allows coil RS2 to be energized when thegeared limit switch in circuit 203, GSZS, is momentarily closed.Energizing coil RS2 closes relay RS2, energizing coil MS2 in circuit200A. Energizing coil MS2 closes all relays MS2, including relay M52 incircuit 200A, which is then locked closed after 6528 in circuit 203A isopened.

Among relays MS1 that have been closed in the above fashion is relay M81in circuit 206. Closing relay M51 in circuit 206 energizes coil ClSwhich closes relay C18 in circuit 208.

Also, relay M81 in circuit 215 closes, signalling control 100 to slowfrom feed speed to slow feed speed. After the transporter 7 has slowedand moved forward at that slow feed speed into abutment with thebulkhead at the forward end of deck 10, mechanical torsion sensingdevice 117 closes relay 208 in circuit 207. This completes the circuitenergizing coil TSl. Energizing coil TSl in circuit 207 opens relay TSlin circuit 209, interrupting the electrical circuit 209 and deenergizingcoil S. Deenergizing coil S opens S and interrupts the section of thestow bus circuit connected to the barge position geared limit switches.The cycle of loading the first barge on the port side of deck iscomplete, the memory 116 has recorded its location, and the next cyclefor loading the second barge will be ready to be commenced by depressingswitch 102 again as soon as platform 155 returns to its level position,causing device 117 to close TSl in circuit 209.

Depressing switch 102 once again energizes coil S and closes relays S,and S The geared limit switches 115 for barge positions aft of bargeposition two are again inoperative since each has an open relay in itscircuit. However, since coil MS] in circuit 200 has remained energized,relay MS] in circuit 203A remains closed, and geared limit switch GS2Swill energize coil RS2 in circuit 203A when it closes. Energizing coilRS2 closes relay RS2 in circuit 200A, energizing coil MS2 in thatcircuit. Energizing coil MSZ closes all the MS2 relays in circuits 200A,203B, 204A, 205A, 206A, 2068, setting up the memory 116 for bargeposition three. Also, M52 in circuit 215 is closed, signalling control100 to slow winch drive 110 to the slow feed speed. Coil C2S in circuit206A is energized, closing relay C25 in circuit 207A in setting up theimpending tension stop. Towing the second barge into the aft end of thebarge stowed in position one tilts platform 155 actuating device 117which closes relay 208A, energizes coil TS2 in circiut 207A, opens relayT52 interrupting circuit 209, and stops transporter 7 In this samemanner, subsequent cycles can be used to stow barges in positions three,four, five and six. For further illustration, however, it is assumedthat no more than two barges have been stowed on the port side ofdeck10.

In the unloading operation, the retrieve switch 103 is depressed toactuate the retrieve cycle. Depressing switch 103 energizes coil R incircuit 210. Energizing coil R closes relays R, and R locking circuit210 and energizing the retrieve bus 211.

Geared limit switches 115 for all barge stowage positions aft ofposition two will remain inoperative since a memory relay for each ofthese positions remains open. However, geared limit switch GSZR incircuit 204A will energize coil RR2 since relays MS2 all have remainedclosed. Energizing coil RR2 closes relay RR2 in circuit 201A energizingcoil MR2 which closes relay MR2 and locks circuit 201A closed. ClosingMR2 5 in circuit 215 signals winch drive 110 to slow down as describedearlier.

Energizing coil RR2 also closes relay RR2 in circuit 205A, energizingcoil CZR and opening relay CZR in circuit 200A. Opening relay C2R incircuit 200A interrupts that circuit and deenergizes coil 'MS2cancelling all memory of a bargein position two.

Geared limit switch relay GSA in circuit 210 is opened when transporter7 nears elevator 2, interrupting circuit 210 and stopping thetransporter just forward of elevator 2.

To retrieve the barge stowed in barge stowage position one, the operatordepresses switch 103. Depressing switch 103 energizes coil R closingrelays R, and R All barge position geared limit switches aft of positionnumber one are inoperative, leaving geared limit switch GSlR the firstto close its circuit as the transporter 7 is towed forward. Since coilMSl in circuit 200 has remained energized keeping all MSl relays closed,closing switch GSlR energizes coil RRl in circuit 204.

Energizing coil RRl closes relay RRl in circuit 201, energizing coil MR1and locking relay MRI in circuit 201 closed while closing relay MRI incircuit 215 causing transporter 7 to slow down as previously described.Energizing coil RRl also closes relay RR1 in circuit 205, energizingcoil CIR and opening relay CIR in circuit 200 cancelling all memory of abarge stowed in position one. As interrupting circuit 200 deenergi z escoil MSl, it also opens relay M S l in c i1 cuit 201, canceling allretrieving memory remaining as well.

As before, the aft geared limit switch interrupts circuit 210 astransporter 7 nears elevator 2 and is stopped in its unload positionjust forward of elevator 2.

Relays R and S; are provided in circuits 209 and 210, respectively, toinsure that the inadvertent depressing of switch 102 during a retrievecycle or 103 during a stow cycle would be inoperative.

A type of reliable mechanical torsion sensing device is shown in detailin FIGURE 16 and 17. Cable 61 is supported by sheaves 150 at both theforward and aft ends of deck 10. Keeping cable 61 taut between sheaves150 are hydraulic cylinders 151 securely fastened to the hull 8 of thevessel. The pistons 152 of cylinders 151 have their heads replaced bysheaves 153 over which cable 61 travels while being wound and unwound ondrums 154. Drums 154 are geared to each other so that they rotate inopposite directions while driven by a common drive. As one is windingcable 61 while the other is unwinding it, the cable 61 is maintained atsubstantially constant tension. The main variation in tension expectedto be encountered by cable 61 is the inertia to be overcome in towingtransporter 7.

When tension greater than that expected inertial drag is experienced bycable 61, such as would be experienced if transporter 7 were towed intoshock abutments 159, added compressive force is exerted on pistons 155of cylinders 151. Sensing of this extraordinary tension in a presetamount pulls platform 155 forward and upward about pivot 156,automatically cutting the power to winch drive 110 and setting brake 112.

Should this mechanical torsion sensing device fail to function, anoverload would be placed on the winding drum 154, requiring an overloadcurrent, and actuating the overcurrent shut down 118.

Conversely, should cable 61 break and the tension on cable 61 and hencethe compressive pressure on pistons 1'52 diminish past some preselectedlevel, pistons 152 would extend by some preset length out of cylinders151, actuating the broken cable sensing device 160. Actuation of brokencable sensing device 160 automatically cuts power to winch drive 110,sets brake 112, and lowers pistons 45.

The manual transporter transfer control 120 is designed to take over theloading and unloading of the barges from the elevator 2 to deck insubstitution for control 100, if needed. Manual control 120 is suppliedport switches 170-177 and corresponding starboard switches.

Depression of maintained contact switch 170 powers winch drive 110 totow transporter 7 forward at the slow feed speed subject to theremainder of the automatic cycle that would have occurred had the powercome from control 100 rather than control 120. Similarly, depression ofmaintained contact switches 171-173 would power winch drive 110 to towtransporter 7 forward at feed speed, aft at slow feed speed, or aft atfeed speed, respectively, subject to the remainder of the automaticcycle that would have occurred had the power come from control 100rather than control 120.

Depression of momentary contact switch 174 would raise pistons 45 onlyso long as switch 174 remains depressed. Similarly, depression ofmomentary contact switch 175 would lower pistons 45 only so long asswitch 175 remains depressed.

Depression of momentary contact switch 176 would raise the make-up rails17 and 18 only so long as switch 176 remains depressed. Similarly,depression of momentary contact switch 177 would lower the make-up rails17 and 18 only so long as switch 177 remains depressed.

Manual transporter transfer control 120 would be locked to prevent anyof these functions by actuation of the mechanical torsion sensing device117, the overcurrent shut down 118, or the broken cable sensing device160.

We claim:

1. In a marine carrier of the type comprising a hull, a plurality ofstorage decks arranged one above the other, each storage deck having atleast one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receive receiving floating barges thereon, and lifting saidbarges to each respective storage deck level at the loading opening onsaid deck, an automatic control system comprising actuator means tostart the lifting of said barges, limit switch means to stop theelevator at a preselected storage deck level, and means responsive tosaid limit switch means to mate the elevator toward that preselectedstorage deck.

2. In a marine carrier ofthe type described in Claim 1, the combinationthereof with means to bridge the elevator with the preselected storagedeck.

3. In a marine carrier of the type comprising a hull, a pluralityofstorage decks arranged one above the other, each storage deck havingat least one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receiving floating barges thereon, and lifting said bargesto each respective storage deck level at the loading opening on saiddeck, the method of loading barges thereon that comprises actuating thelifting of the elevator to a preselected storage deck level, stoppingthe elevator at that preselected storage deck level by limit switchmeans, and mating said elevator toward said preselected storage deck bymeans responsive to said limit switch means.

4. In a marine carrier of the type described in Claim 3, the method ofloading barges thereon that comprises bridging the elevator with thestorage deck by means responsive to said mating means.

5. in a marine carrier ofthe type comprising a hull, a pluralityofstorage decks arranged one above the other, each storage deck havingat least one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receiving floating barges thereon, and lifting said bargesto each respective storage deck level at the loading opening on saiddeck, the method of transporting barges from the elevator onto thestorage deck that comprises initiating a control sequence includinglifting a barge on the elevator, transporting the lifted barge from theelevator onto the storage deck, and lowering the barge.

6. in a marine carrier ofthe type comprising a hull, a plurality ofstorage decks arranged one above the other, each storage deck having atleast one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receiving floating barges thereon, and lifting said bargesto each respective storage deck level at the loading opening on saiddeck, the combination thereof with means capable of initiating lifting abarge on the elevator, means responsive to said lifting means capable oftransporting the lifted barge from the elevator onto the storage deck,and means responsive to said transporting means capable of lowering thebarge.

7. in a marine carrier ofthe type comprising a hull, a plurality ofstorage decks arranged one above the other each storage deck having atleast one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receiving floating barges thereon, and lifting said bargesto each respective storage deck level at the loading opening on saiddeck, apparatus on at least one storage deck level for automaticallyengaging and positioning a barge for stowage comprising actuator meansfor initiating an automatic sequence of engaging and positioning saidbarge for stowage, means responsive to said actuator means for engagingsaid barge and means responsive to said actuator means for positioningsaid barge for stowage aboard said carrier.

8. In a marine carrier ofthe type comprising a hull, a plurality ofstorage decks arranged one above the other each storage deck having atleast one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receiving floating barges thereon, and lifting said bargesto each respective storage deck level at the loading opening on saiddeck, the improved apparatus on at least one storage deck level forengaging and positioning a barge for stowage comprising actuator meanscapable of initiating an automatic sequence of engaging, lifting andpositioning said barge for stowage, means responsive to said actuatormeans capable of automatically engaging and lifting said barge and meansresponsive to said lifting means capable of automatically positioningsaid barge for stowage aboard said carrier.

9. In a marine carrier of the type comprising a hull, a plurality ofstorage decks arranged one above the other each storage deck having atleast one loading opening extending through the carrier hull at thelevel thereof, an elevator fastened to said hull and capable ofsubmerging, receiving floating barges thereon, and lifting said bargesto each respective storage deck level at the loading opening on saiddeck, the improved method of engaging and positioning a barge on atleast one storage deck level comprising initiating an actuator means forcontrolling the sequence of engaging and positioning said barge,engaging said barge by means responsive to said actuator means andpositioning said barge for stowage aboard said carrier by meansresponsive to said engaging means.

10. A method described in Claim 9 wherein positioning said barge forstowage comprises initiating lifting said barge by an actuator means andpositioning said barge on that storage deck level by means responsive tosaid lifting means.

11. A method as described in Claim 9 wherein engaging said bargecomprises initiating lifting a barge by an actuator means, assuming theweight of said barge by said lifting means.

12. A method as described in Claim 9 wherein positioning said bargecomprises initiating lifting said engaged barge to a preselected heightby an actuator means, and towing said barge from said elevator onto saidstorage deck by means responsive to said lifting means.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No.3,524,421 August 18, 1970 Alfred H. Sehwendtner et a1.

It is certified that error appears in the above identified patent andthat said Letters Patent are hereby corrected as shown below:

Column 7,

insert in line Column 6, line 55, before "that" Column 11,

line 20, "indentity" should read identity 32, cancel "receive".

Signed and sealed this 2nd day of March 1971.

(SEAL) Attest:

Edward M. Fletcher, Jr.

Commissioner of Patents Attesting Officer WILLIAM E. SCHUYLER, JR.

